Systems and methods for activating a radio beacon for global aircraft tracking

ABSTRACT

An autonomous distress tracking system for an aircraft is described. The system can include a transponder configured to transmit radio frequency (RF) emissions and an RF detector unit configured to detect the RF emissions. The system can further include an alert system that is in communication with the RF detector unit and be configured to activate a distress radio beacon if no RF emissions are detected within a predetermined period of time.

CROSS-REFERENCE TO RELATED APPLICATION(S)

This application is a continuation of and claims priority to U.S. patentapplication Ser. No. 15/956,486, filed Apr. 18, 2018 (Now U.S. Pat. No.10,585,160), which claims priority to and the benefit of U.S.Provisional Application Patent Ser. No. 62/486,892, filed Apr. 18, 2017,and U.S. Provisional Application Patent Ser. No. 62/658,414, filed Apr.16, 2018, the entire disclosures of which are hereby incorporated byreference.

BACKGROUND

The current air navigation system has limitations that affect timelyidentification and localization of aircraft in distress. This leads toineffective search, rescue, and recovery efforts. To increase theeffectiveness of alerting and search and rescue (“SAR”) services, theInternational Civil Aviation Organization (“ICAO”) has implemented aGlobal Aeronautical Distress and Safety System (“GADSS”). Informationmanagement and procedures within the GADSS framework, such as anAutomatic Dependent Surveillance-Broadcast (“ADS-B”), are beingevaluated to address the future global tracking requirements.

ICAO and other regulators envision three kinds of aircraft tracking: 1)Aircraft Tracking Normal Operations (“Normal Tracking”); 2) AircraftTracking Abnormal Operations (“Abnormal Tracking”); and 3) AutonomousDistress Tracking (“ADT”). The Aircraft Tracking Normal Operations is apossible subset of Air Traffic System (“ATS”) surveillance used forairline operational functions. Normal Tracking occurs continuously fromtakeoff to landing and tracks where the airplane travels. Informationpertaining to a position of the airplane is transmitted at least onceevery fifteen minutes via a position report. The position report caninclude information, such as latitude, longitude, altitude, and headinginformation. If available, surveillance can be substituted for NormalTracking. The Abnormal Tracking and ADT are triggered by an abnormalevent and provide flight location data at least once per minute inresponse to a trigger. Abnormal Tracking can be triggered when theairplane is in the air or on the ground. If available, surveillance canbe substituted for Abnormal Tracking. ADT can be triggered by a veryspecific set of conditions being defined, for example, by SpecialCommittee SC-229. The ADT is a formal distress signal that initiates SARprotocols. The ADT is independent of aircraft power loss and continuesto transmit after a loss of aircraft power for the duration of theflight. It is required that the ADT provides a crash site locationwithin six nautical miles of the crash site (or a one minute minimumupdate rate). Furthermore, the ADT system cannot be isolated and shouldbe independent of Normal and Abnormal Tracking. However, because allthree kinds of aircraft tracking are controllable by the flight crew, oranother person, the systems can be disabled or tampered with. Thus,there is a need for a tamperproof avionics system by which an aircraftcould be located and/or tracked down in case of an abnormal or distressevent.

SUMMARY

This section provides a general summary of the present disclosure and isnot a comprehensive disclosure of its full scope or all of its features,aspects, and objectives.

Disclosed herein are exemplary implementations of an autonomous distresstracking system for an aircraft. One exemplary system includes atransponder configured to transmit radio frequency (RF) emissions and anRF detector unit configured to detect the RF emissions. The systemfurther includes an alert system that is in communication with the RFdetector unit and be configured to activate a distress radio beacon ifno RF emissions are detected within a predetermined period of time.

Also disclosed herein are exemplary implementations of a method foractivating a locator beacon for global aircraft tracking. An exemplarymethod includes detecting aircraft operations and identifying anabnormal event based on the aircraft operations. The method furtherincludes determining if the abnormal event was intentional andactivating the locator beacon if the abnormal event was not intentional.

Also disclosed herein are exemplary implementations of a system foractivating a radio beacon on an aircraft. An exemplary system includes atransponder and an RF detector. The transponder is installed on theaircraft at a first location and the RF detector installed on theaircraft at a second location. The transponder is configured to transmitcoded information readable by the RF detector and the RF detector isconfigured to trigger activation of the radio beacon based on the codedinformation.

BRIEF DESCRIPTION OF THE DRAWINGS

The disclosure is best understood from the following detaileddescription when read in conjunction with the accompanying drawings. Itis emphasized that, according to common practice, the various featuresof the drawings are not to-scale. On the contrary, the dimensions of thevarious features are arbitrarily expanded or reduced for clarity.

FIG. 1 is a perspective view of an aircraft implementing an exemplaryavionics system used to activate a radio beacon through an aircrafttransponder in accordance with aspects of the present disclosure.

FIG. 2 is a simplified block diagram depicting exemplary components of aglobal aircraft tracking radio beacon activation system in accordancewith one aspect of the present disclosure.

FIG. 3 is a simplified block diagram depicting exemplary components ofan avionics system using a stand-alone radio frequency (“RF”) detectorin accordance with one aspect of the present disclosure.

FIG. 4 is a simplified block diagram depicting exemplary components ofan avionics system using an RF detector integrated into an EmergencyLocator Transmitter (ELT) unit in accordance with aspects of the presentdisclosure.

FIG. 5 is a simplified block diagram depicting exemplary components ofan avionics system using an RF detector integrated into aLine-Replaceable Unit (“LRU”) in accordance with aspects of the presentdisclosure.

FIG. 6 is a flow chart illustrating an exemplary method for activating alocator beacon in accordance with aspects of the present disclosure.

DETAILED DESCRIPTION

The following description is merely exemplary in nature and is notintended to limit the disclosure in its application or uses. Forpurposes of clarity, the same reference numbers are used in thedescription and drawings to identify similar elements.

The present disclosure relates generally to an avionics system by whichan aircraft can be located and/or tracked down in the event of anabnormal event, such as a distress event, a catastrophic emergency,hijacking, etc. The avionics system can use electronic and/or visualsignals. The avionics system can be installed inside or outside of theaircraft and away from the cockpit and passenger/cargo compartments toeliminate access to external controls that could otherwise be tamperedwith.

FIG. 1 illustrates an avionics system 100 of an aircraft 102 foractivating a radio beacon through an aircraft transponder in accordancewith aspects of the present disclosure. The avionics system 100 caninclude additional and/or fewer components and is not limited to thoseillustrated in FIG. 1. As shown above by way of example, the avionicssystem 100 can include and/or communicate with at least the followingcomponents: a first satellite 104, a transponder 106 that can includetrigger logic for transmitting an Automatic DependentSurveillance-Broadcast (“ADS-B”) out 108 via a first antenna 110, anAutomatic Direction Finder Recorder (“ADFR”) 112 that can includetrigger logic, an ELT/RF module 114 that can include an EmergencyLocator Transmitter-Distress Tracking (“ELT-DT”) unit and an RFdetector, and a second antenna 116 for transmitting a wireless distresstrigger 118, for example, to a second satellite 120.

The aircraft 102 can also include a first communication system 122 and asecond communication system 124. The first communication system 122 caninclude the transponder 106, which can transmit ADS-B out 108 to thefirst satellite 104. The first satellite 104 can be a space-basedADS-B-capable satellite. The aircraft 102 can determine its position viasatellite navigation or any other desired means and periodicallybroadcast the information to the transponder 106 for transmission, whichenables the aircraft 102 to be tracked via ADS-B out 108. In this way,the transponder 106 can be used as a part of the aircraft's surveillancesystem. The information from the transponder 106 can be received by airtraffic control (ATC) ground stations or other aircraft. In other words,the transponder 106 can periodically (e.g. every second or any otherdesired periodicity) broadcast real-time information about the aircraft102 through the transponder 106 located on the aircraft 102. Suchtransmissions of information, for example, position and velocity data,make the aircraft 102 visible in real-time to the ATC and otherappropriately equipped aircraft.

The transponder 106 can also include trigger logic, such as distresstrigger logic. The distress trigger logic can monitor the aircraft'sperformance to determine whether a distress event has occurred. If adistress event has occurred, then the transponder 106 can be activatedand a distress signal can be sent to the first satellite 104. Thetransponder 106 can also send coded information to a matched RF detectorlocated on the same aircraft to wirelessly activate a beacon or locator.The RF detector is identified in the second communication system 124 inmore detail below. The distress trigger logic can be hosted inside thetransponder 106. When the distress trigger logic is hosted in thetransponder 106, there is no impact to the aircraft wiring or to aLine-Replaceable Unit (“LRU”) count. Alternatively, the distress triggerlogic can be hosted external from the transponder 106 and wired to thetransponder 106 to detect any distress events.

The second communication system 124 can include the ELT/RF module 114.The ELT/RF module 114 can be configured to function as an alert system.The ELT/RF module 114 can include the RF detector and the ELT-DT unitfor detecting information and transmitting the information,respectively, to the second satellite 120. The second satellite 120 canbe a COSPAS SARSAT or any other suitable satellite type. The COSPASSARSAT is a system that can detect and locates radio beacons, such asdistress beacons that are activated, for example, by aircraft, ships,and people in remote areas. After an activated distress beacon isdetected, the COSPAS SARSAT can send the distress alerts to SARauthorities.

The RF detector monitors transmissions, such as 1090 MHz transmissions,sent by the transponder 106. The RF detector can be located in theELT/RF module 114, an RF detector unit 252, the ELT-DT unit, or in anyother desired location, such as a stand-alone unit. For example, the RFdetector can be installed in-line between the transponder 106 and thefirst antenna 110 or in any other desired location, such as in aseparate LRU. The RF detector could be integrated into any LRU, such asan LRU for the ELT or any other LRU, given that the ELT/RF module 114cannot be disabled.

When the transponder 106 sends a distress bit or the transponder 106stops sending any RF transmissions (i.e. all RF transmissions cease),the RF detector can activate the ELT-DT unit. The avionics system 100can then activate a radio beacon, such as the wireless distress trigger118, for global aircraft tracking. The wireless distress trigger 118 canbe received by the second satellite 120, such as the COSPAS SARSAT, oranother satellite, aircraft, organization, or device.

The second communication system 124 can also include the ADFR 112 withoptional trigger logic. The distress trigger logic can be hostedexternally. The external system can be wired to the ADFR 112 and used todetect any distress events. The ADFR 112 can record flight informationfrom the aircraft's navigation system. For example, the ADFR 112 canrecord information from the aircraft's position report, aircraftavionics systems and sensor data, and other information. The flightinformation can be downloaded for post-flight analysis. The triggerlogic can be activated if it detects an abnormal event, such as adistress event or when the aircraft 102 enters into a distress trackingmode. For example, if the trigger logic determines that a distress eventhas occurred, such as an emergency of the aircraft 102 or that no RFtransmissions are being sent from the aircraft 102 (i.e., all or bothtransponders failed or are in an OFF state) within a specified period oftime, the wireless distress trigger 118 via the ELT-DT unit can beactivated. Additionally, the transponder 106 can transmit dedicatedinformation to a compatible or matched RF detector on the same aircraftto activate the wireless distress trigger 118. The ELT-DT unit can alsoinform the SAR authorities that the aircraft 102 is in distress.

FIG. 2 illustrates a global aircraft tracking radio beacon activationsystem, or system 200 in accordance with aspects of the presentdisclosure. The system 200 can include aircraft avionics systems andsensor data 202. The aircraft avionics systems and sensor data 202 caninclude a weather radar system (“WXR”) 204, a distance measuringequipment (“DME”) 206, a flight management system (“FMS”) 208, an airdata computer (“ADC”) 210, an inertial reference system (“IRS”) 212, aflight control computer (“FCC”)/mode control panel (“MCP”) 214, and aglobal positioning system (“GPS”)/global navigation satellite system(“GNSS”) 216. The system 200 can include a sensor or another device orform of communication for detecting, receiving, and/or transmitting datato/from the aircraft avionics systems.

The aircraft avionics systems and sensor data 202 can transmit aircraftavionics systems and sensor data separately to a first transponder unit218 and to a second transponder unit 220. The aircraft avionics systemsand sensor data 202 can include, for example, information contained in aposition report; position, velocity, acceleration, airspeed, altitude,orientation data, or any other desired parameter of the aircraft 102;transponder mode and/or status data; aircraft control surface positionand flight control system data; distress mode configuration data;in-air/on ground and phase of flight data; weather radar data; or anyother desired data concerning the aircraft 102.

The transponder units 218, 220 can each include a Mode S function 222, adistress mode function 224, and distress mode configuration data 226.The Mode S function 222 can be a secondary surveillance radar processthat allows selective surveillance of the aircraft 102 according to aunique 24-bit address assigned to the aircraft 102. The Mode S function222 transmits information to the distress mode function 224. Thedistress mode function 224 can be configured to increase communicationwhen the aircraft 102 is in a distress mode, including the activation ofthe distress beacon (ELT, recorder, etc.) under a predefined set ofcriteria. The distress mode configuration data 226 can also sendinformation, for example, configuration data to the distress modefunction 224.

The transponder units 218, 220 can be connected to a first antenna 228and a second antenna 230 via a first cable 232 and a second cable 234,respectively. The antennas 228, 230 can be L-band antennas, or anothertype of antenna used for receiving and/or transmitting information, suchas transponder RF transmissions 260, 262, respectively. The cables 232,234 can be RF coaxial cables, or any other desired cables or wiring. Thetransponder units 218, 220 can also be wirelessly connected to theantennas 228, 230. The antennas 228, 230 can be located inside oroutside of the aircraft fuselage 274 (i.e. the main body section of theaircraft 102). The antennas 228, 230 can also be located internally aspart of the transponder units 218, 220 (i.e. integrated within thetransponder units 218, 220).

The transponder units 218, 220 can separately communicate to an airtraffic control (“ATC”)/traffic collision avoidance system (“TCAS”)System Control (hereinafter, ATC/TCAS 264). The ATC/TCAS 264 can includean ATC control function 236 and a TCAS 238. The communication betweenthe transponder units 218, 220 and the ATC/TCAS 264 can includeTCAS/transponder coordination data, traffic advisory (TA) and resolutionadvisory (RA) information, distress mode configuration data, or anyother desired data.

The transponder units 218, 220 can also communicate directly to adistress beacon system 240. The distress beacon system 240 can include aflight recorder 244 and an ELT 242. The flight recorder 244, such as theADFR 112, can be configured to record flight information from theaircraft's navigation system. The flight information can include avariety of information, such as location, heading, elevation,ascent/decent, banking, airspeed, acceleration/deceleration, or anyother desired flight information. The flight information can bedownloaded for post-flight analysis. The ELT 242 can be configured totransmit a radio beacon. For example, the ELT 242 can function as analert system to transmit a distress radio beacon. The distress beaconsystem 240 can be connected to a distress beacon system antenna, orantenna 246 via a cable 258, such as an RF coaxial cable. Alternatively,the distress beacon system 240 can communicate wirelessly to the antenna246 or communicate using another type of connection. The transponderunits 218, 220 can be configured to send distress mode and trigger datato the distress beacon system 240. If either of the transponder units218, 220 send a distress mode and/or trigger data to the distress beaconsystem 240, the distress beacon system 240 can evaluate the informationand when appropriate, activate a radio beacon 248, such as a distressbeacon, to a satellite 250. In this configuration, the activation of thedistress beacon (ELT, recorder, etc.) under a predefined set of criteriacan be automated, and thus, tamperproof.

The transponder units 218, 220 can also communicate via the antennas228, 230 to an RF detector unit 252. The RF detector unit 252 can beconnected to an antenna 254, such as an RF detector antenna, via a cable256, such as an RF coaxial cable. Alternatively, the RF detector unit252 can communicate wirelessly to the antenna 254 or communicate usinganother type of connection. The antenna 254 can receive information fromantennas 228, 230 and transmit the information to the RF detector unit252.

The RF detector unit 252 can be configured to measure transponder RFtransmissions 260, 262 and/or other RF emissions to/from the aircraft102. As transponder units 218, 220 can be required to transmitinformation or data periodically, the RF detector unit 252 can be usedto determine any time there is a lack of transmissions. If the RFdetector unit 252 does not detect RF transmissions from the aircraft 102(e.g., transmitted from either transponder unit 218, 220), the system200 can similarly activate the radio beacon 248 (e.g. the distressbeacon). In doing so, the RF detector unit 252 can be configured totransmit RF activity status/trigger data to the distress beacon system240. The distress beacon system 240 can then, when appropriate, activatethe radio beacon 248 as a distress or locator beacon.

The RF detector unit 252 can be a separately installed device. The RFdetector unit 252 can be installed on the skin of the aircraft next tothe TCAS 238, on one of the transponder antennas 228, 230, or any otherdesired location. For example, the RF detector unit 252 can be installedin-line between the transponder unit 218 and the antenna 228, betweenthe transponder unit 220 and the antenna 230, in any other desiredlocation as a separate LRU. The RF detector unit 252 can also beintegrated into any LRU, such as an LRU for the ELT 242 or any otherLRU, given that the integrated unit cannot be disabled. Furthermore, theRF detector unit 252 can be powered through an internal battery toensure that the RF detector unit 252 cannot be disabled during flight,as well as keeping the RF detector unit 252 powered during a completeloss of aircraft power. The RF detector unit 252 can be powered, forexample, by 28 VDC or 115 V 400 Hz from the aircraft 102.

As shown above by way of example, leveraging a satellite payload, suchas an Aireon ADS-B satellite payload on the Iridium constellation,airlines can use the ADS-B system to meet the normal and other trackingneeds worldwide. However, a potential challenge with this ADS-Bspace-based solution is to address the automated distress tracking mode.To address this, several solutions may be possible, among them beingmoving the transponder breakers or transponder units out of the cockpit.Pursuant to embodiments of the present invention, the system 200 can beactivated when it detects that the aircraft 102 strayed from perceivednormal operation as described above. In one exemplary embodiment of thepresent disclosure, the ELT unit can be activated if neither of thetransponder units 218, 220 detect any transponder RF transmissions 260,262 from the aircraft 102 (i.e., all transponders have failed or are inan OFF state). By incorporating a radio beacon 248 into the ADS-B systemor systems 200, a full complement of distress conditions can beaddressed without the need to move either of the transponder units 218,220.

FIG. 3 illustrates an avionics system 300 using a stand-alone RFdetector, such as the RF detector unit 252 in accordance with aspects ofthe present disclosure. The transponder unit 220 can be a Mode-Stransponder unit or another transponder device. The transponder unit 220transmits transponder RF transmissions 262 to the RF detector unit 252.The transponder RF transmissions 262 travel from the transponder unit220 through the cable 234 and then can be transmitted from the antenna230 to the antenna 254 to travel through the cable 256 to the RFdetector unit 252. The RF detector unit 252 can be configured to send RFactivity status or trigger data to the ELT 242. The ELT 242 can activatethe radio beacon 248 by sending a transmission (e.g. an RF transmission)through the cable 258 to an ELT antenna, or antenna 246. The radiobeacon 248 can be transmitted via the antenna 246, for example, to theATC or the SAR via a satellite. The antennas 230, 254, and 246 can belocated within the aircraft fuselage 274 (i.e. within the aircraft'smain body section) or external or outside of the aircraft fuselage 274.The antennas 230, 254, and 246 can also be located internally of thetransponder unit 220, the RF detector unit 252, and the ELT 242,respectively. For example, the RF detector unit 252 can have an internalantenna for the electronic beacon to prevent tampering. An externalantenna port can also be configured. Furthermore, the antennas 230, 254,and 246 can be any of a variety of antennas types, including, but notlimited to, an L-Band antenna, an RF detector antenna, and an ELTantenna, respectively. Additionally, the avionics system 300 cantransmit 10-20 watts or any other desired range to allow for theelectronic signal to penetrate through areas, such as deep water, densefoliage, etc.

FIG. 4 illustrates an avionics system 400 using an RF detector moduleintegrated into an ELT module in accordance with aspects of the presentdisclosure. The avionics system 400 is similar to the avionics system300 described above, with a few exceptions. More specifically, thetransponder unit 220 transmits transponder RF transmissions 262 to theRF detector unit 252 via an RF integrated unit 266. The RF integratedunit 266 can include the RF detector unit 252 and the ELT 242. The RFdetector unit 252 and the ELT 242 can be integrated to allow forinternal communication 268, such as RF activity status or trigger data,to travel internally from the RF detector unit 252 to the ELT 242. TheELT 242 can activate the radio beacon 248 by sending a transmissionthrough the cable 258 to the antenna 246 as described above.

FIG. 5 illustrates an avionics system 500 using an RF detectorintegrated into a LRU in accordance with aspects of the presentdisclosure. The avionics system 500 is similar to the avionics system300 described above, with a few exceptions. More specifically, thetransponder unit 220 transmits transponder RF transmissions 262 to theRF detector unit 252 via a non-RF integrated unit 270. The non-RFintegrated unit 270 can include the RF detector unit 252 and a non-ELTdevice 272. The non-ELT device 272 can be a LRU or another device thatdoes not have RF functions. The RF detector unit 252 and the non-ELTdevice 272 can be integrated to allow for internal communication,transfer of power, or any other function. The RF detector unit 252 cantransmit RF activity status or trigger data to the ELT 242. The ELT 242can activate the radio beacon 248 by sending a transmission through thecable 258 to the antenna 246 as described above. The systems 300, 400,500 can include additional and/or fewer components and configurationsand are not limited to those illustrated in FIGS. 3-5.

FIG. 6 illustrates an exemplary method 600 for activating a radio beacon(e.g. locator beacon) from any of the exemplary systems illustrated inand described with respect to FIGS. 1-5 or any variations thereof. Atstep 602, the system detects aircraft operations.

At decision step 604, the system determines if some other abnormal eventhas occurred (e.g. that the aircraft strayed form a perceived normaloperation). Abnormal events can include, but are not limited to thefollowing situations: 1) the aircraft suddenly ascends/descends out of arange of normal operation for the aircraft; 2) the aircraft suddenlybanks in a manner that is out of range of normal operation for theaircraft; 3) the aircraft suddenly changes in airspeed beyond apredefined acceptable airspeed change, at any time during the flight buttypically when the aircraft 102 is at a greater than predetermineddistance from an airport; or 4) any or all installed transponders aredetermined as not operating or not functioning properly. If the systemdoes not detect an abnormal event, then the system proceeds back to step602. If the system determines that an abnormal event has occurred, thenthe system proceeds to step 606.

At step 606, the system can monitor at least one information system.Some exemplary information systems can include any of the systemsidentified above in the aircraft avionics systems and sensor data 202,the TCAS, transponder busses, or any other desired system that providessensor data, avionics data, or any other desired information. The TCAScan be an aircraft collision avoidance system used for reducing theincidence of mid-air collisions between aircraft. The TCAS may issue atraffic advisory (“TA”), a resolution advisory (“RA”), or by the absenceof a TA and an RA, indicate that the aircraft is clear of conflict. Thesystem can monitor the TCAS for current traffic conditions and alerts.The system can monitor transponder busses to detect whether eachtransponder is in an ON state or an OFF state. Furthermore, thetransponder busses can be monitored for proper function (i.e., whethereach transponder is working properly). The system can also monitor aweather radar system, such as WXR 204 for weather conditions. Forexample, the system can monitor if there is a change in weather pattern,type of weather condition, wind speed, temperature, or any other desiredweather condition.

At decision step 608, the system determines if various factors, such aschanges in elevation, heading, or speed was initiated intentionally. Thesystem can determine this from the data or information collected bymonitoring the information system(s) in step 606. For example, thesystem can determine if a TA/RA event was occurring, if the transponderswere turned off, or if a weather event or condition was occurring thatwould cause the aircraft 102 to suddenly or drastically change itsflight pattern, such as elevation, heading, or speed. If the systemdetermines that the abnormal event was not intentional, then the systemproceeds to step 614. If the system determines that the abnormal eventwas intentional, then the system proceeds to decision step 610.

At decision step 610, the system determines if a specific eventoccurred. The specific event can be any one of a number of events, suchas if a TA/RA event has occurred, if both or all of the transponders arein an OFF state, if at least one transponder is in an OFF state but wasproperly functioning before entering the OFF state (i.e., at least onetransponder was properly functioning when exiting the ON state), or aweather condition or event occurred outside of a set of normalparameters. In the situation of no transmissions being detected or aproperly functioning transponder being turned off, the system determinesthat the transponder may have been tampered with and can activate thelocator beacon, informing proper authorities of the location of theaircraft 102 or that the aircraft 102 has an emergency. If the systemdetermines that no specific event detected, then the system proceeds tostep 614. If the system determines that the specific event was detected,then the system proceeds to step 612.

At step 612, the system enters into a monitor mode. For example, if thesystem detects that a TA/RA event is occurring, it reverts to themonitor mode for a period of time (e.g., several seconds) to allow theother aircraft to complete the necessary maneuvers. As described above,the system can monitor transponder busses to determine whether thetransponders have been turned off and whether the transponders werefunctioning properly when the transponders were turned off (e.g. enteredinto an OFF state). If the transponders have been turned off but werenot functioning or working properly when they were turned off, then thesystem enters into a monitor mode. As described above, the system canmonitor the weather radar to determine if a specific event was occurringthat would require the aircraft to change elevation, heading, or speed.If the system determines that such a specific event was occurring at thetime of the aircraft maneuver, it can revert to a “monitor” mode for aperiod of time (e.g., several seconds) to allow the aircraft 102 tocomplete the necessary maneuver. The system then proceeds back to step602. The system may exit the monitor mode before proceeding to step 602,remain in the monitor mode for a period of time, and/or remain in themonitor mode while detecting aircraft operations in step 602.

At step 614, the system can activate the locator beacon. The locatorbeacon can be used to assist authorities in locating the aircraft 102.By incorporating a beacon into the system, such as the ADS-B system, afull complement of distress conditions can be addressed without the needto move transponder breakers. The methods described in FIG. 6 caninclude additional and/or fewer components and/or steps in analternative order and are not limited to those illustrated in thisdisclosure.

While the disclosure has been described in connection with certainembodiments, it is to be understood that the disclosure is not to belimited to the disclosed embodiments but, on the contrary, is intendedto cover various modifications and equivalent arrangements includedwithin the scope of the appended claims, which scope is to be accordedthe broadest interpretation so as to encompass all such modificationsand equivalent structures as is permitted under the law.

What is claimed is:
 1. A method for activating a locator beacon forglobal aircraft tracking, comprising: detecting aircraft operations foran aircraft; identifying an abnormal event has occurred based on theaircraft operations; determining if the abnormal event was intentional;activating a locator beacon if the abnormal event was not intentional;determining if at least one transponder is in an ON state; activatingthe locator beacon if no transponder is in the ON state; determining ifthe at least one transponder was properly operating as it exited the ONstate; and activating the locator beacon if the at least one transponderwas properly operating as it exited the ON state.
 2. The method of claim1, wherein the abnormal event may further comprise the aircraft suddenlyascends/descends out of a predefined range of normal operation for theaircraft.
 3. The method of claim 1, wherein the abnormal event mayfurther comprise the aircraft suddenly banks in a manner that is out ofa predefined range of normal operation for the aircraft.
 4. The methodof claim 1, wherein the abnormal event may further comprise the aircraftsuddenly changes in airspeed beyond a predefined acceptable airspeedchange, at any time during the flight but typically when the aircraft isat a greater than predetermined distance from an airport.
 5. The methodof claim 1, wherein determining if the abnormal event was intentionalfurther comprises determining that a traffic collision avoidance system(“TCAS”) a traffic advisory (“TA”), a resolution advisory (“RA”) eventwas occurring.
 6. The method of claim 1, wherein determining if theabnormal event was intentional further comprises determining that thetransponders were turned off.
 7. The method of claim 1, whereindetermining if the abnormal event was intentional further comprisesdetermining that a weather event or condition was occurring that wouldcause the aircraft to suddenly or drastically change its flight pattern,the change of flight pattern including a change in one or more ofelevation, heading, or speed.
 8. A method for activating a locatorbeacon for global aircraft tracking, comprising: detecting aircraftoperations for an aircraft; identifying an abnormal event has occurredbased on the aircraft operations; determining if the abnormal event wasintentional; activating a locator beacon if the abnormal event was notintentional; monitoring an information system, wherein the informationsystem includes at least one of a traffic collision avoidance system(TCAS), a transponder bus, and a weather radar; determining if aspecific event was detected from the information system; and enteringinto a monitor mode for a period of time if the specific event wasdetected.
 9. The method of claim 8 wherein the specific event furthercomprises a traffic collision avoidance system (“TCAS”) a trafficadvisory (“TA”) or a resolution advisory (“RA”) event has occurred. 10.The method of claim 8 wherein the specific event further comprises bothor all of the transponders are in an OFF state.
 11. The method of claim8 wherein the specific event further comprises at least one transponderis in an OFF state but was properly functioning before entering the OFFstate.
 12. The method of claim 8 wherein the specific event furthercomprises a weather condition or weather event occurred outside ofpredetermined normal parameters.
 13. The method of claim 8, wherein theabnormal event may further comprise the aircraft suddenlyascends/descends out of a predefined range of normal operation for theaircraft.
 14. The method of claim 8, wherein the abnormal event mayfurther comprise the aircraft suddenly banks in a manner that is out ofa predefined range of normal operation for the aircraft.
 15. The methodof claim 8, wherein the abnormal event may further comprise the aircraftsuddenly changes in airspeed beyond a predefined acceptable airspeedchange, at any time during the flight but typically when the aircraft isat a greater than predetermined distance from an airport.
 16. The methodof claim 8, wherein the abnormal event may further comprise one or moreinstalled transponders are determined as not operating or notfunctioning properly.
 17. The method of claim 8, wherein determining ifthe abnormal event was intentional further comprises determining that atraffic collision avoidance system (“TCAS”) a traffic advisory (“TA”), aresolution advisory (“RA”) event was occurring.
 18. The method of claim8, wherein determining if the abnormal event was intentional furthercomprises determining that the transponders were turned off.
 19. Themethod of claim 8, wherein determining if the abnormal event wasintentional further comprises determining that a weather event orcondition was occurring that would cause the aircraft to suddenly ordrastically change its flight pattern, the change of flight patternincluding a change in one or more of elevation, heading, or speed.